How do I know it is the wiring and not the unit?

Classic signs are an intermittent that moves when the airframe flexes, a fault that changes when a connector is disturbed, and a line-replaceable unit that keeps coming back from the shop tested serviceable. Any of those is worth investigating at the harness first.

The original harness is no longer available. What now?

It gets manufactured to drawing — on older aircraft that is the normal route rather than the exception. Correct wire, connectors and terminations, labelled throughout, and continuity-verified on the bench before it goes near the aircraft.

Capability

Harnesses & Interconnect

Harness assemblies repaired and manufactured to drawing, including assemblies no longer available to buy.

Overview

What we see, and what we do.

Wiring accounts for a surprising share of faults attributed to avionics. A chafed conductor, a corroded pin or a badly made termination produces exactly the intermittent behaviour that gets a serviceable line-replaceable unit sent to a shop, tested good, and sent back.

Where an original harness is no longer available — which on older aircraft is most of them — building a replacement to drawing is the only route, and usually the cheaper one. Assemblies are labelled and continuity-verified on the bench before they go near the aircraft.

Equipment We Service

Avionics Harness Assembly
Instrument Panel Harness
Engine Interface Harness
Coaxial Cable Assembly
Circular Connector
Rack and Panel Connector
Terminal Block
Backshell and Strain Relief
Shielded Bundle

Faults We See Most

Intermittent fault that moves with airframe flexing
Corroded or backed-out connector pins
Chafed insulation or damaged shielding
Continuity failure under vibration
Original assembly no longer available
Undocumented previous modification

Recognise one of these? Describe what was observed rather than what you think has failed — it is frequently a different unit.

Common Questions